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Old 09-07-2010, 03:57 PM   #151
badvlvo
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I eat seafood.

Looking forward to you driving a VOLVO again instead of that BMfailW.
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Old 09-07-2010, 03:59 PM   #152
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I eat seafood.

Looking forward to you driving a VOLVO again instead of that BMfailW.
Sweet. We do some mean garlic and butter BBQ shrimp.

You and me both, man... Getting some work done on that car got me really looking forward to driving it again. There is a lot of work to get done, but it's getting to be a little less overwhelming.
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Old 09-07-2010, 05:23 PM   #153
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A reminder for old times sake. Don't have the one of the one-tire-fire from that day though...
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Old 09-07-2010, 05:26 PM   #154
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Oh man, good times!

Well, the event... not the drag times...

I seem to remember it pulling something like an 18.75 at 72mph. It'll be interesting to see what it does on its second trip to the strip...
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Old 09-07-2010, 07:57 PM   #155
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Awesome man, glad to hear that you're still pluggin away at this. I'll try my best to make it down to give ya a hand when the time comes. Hopefully someone from the sac area will be heading down so I won't have to ride the damn train.
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Old 09-07-2010, 08:01 PM   #156
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Thanks, Dan!

I know a few people from various places were saying they could help out. I am sure it will depend a lot on their schedules. I'll try to iron out the details soon and give as much advance notice as possible.

By the way, any word on those flathood grills?
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Old 09-17-2010, 06:24 PM   #157
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Started the thread! It's time to make this happen!

http://forums.turbobricks.com/showth...55#post3363055
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Old 09-17-2010, 10:44 PM   #158
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dam how long does it take to do this swap? haven't you been working on this for like 3 years now?

loosening 1 bolt a week or what?
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ship me that m46 for 40 bucks and im game
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Old 10-09-2010, 02:58 AM   #159
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dam how long does it take to do this swap? haven't you been working on this for like 3 years now?

loosening 1 bolt a week or what?
Sometimes, life gets in the way... It doesn't help when I don't have a garage to work in, and getting anything done involves getting setup and cleaning everything up when done for the day... It doesn't sound like a big deal, but it does keep me from getting stuff done on a more regular basis.

Working on it a lot more now. Been trying to get a few things done, one piece at a time...






One concern I have now (not really quite to that point yet, but it is on my mind) is how I am going to get this thing reffed. I can probably get it smogged easily by taking it to a fairly ignorant smog shop, but I would like to do this legit... at least for now...

So here is what I am working with:
'84 242DL shell that had a B23F with LH2.0
Engine block is from an '81 242 turbo with a T3 and intercooler swapped in.
All wiring, MAF, airbox, etc is from a 740 running LH2.2 and EZK.

I want to tell the smog ref that it will be a complete swap from an 85 740 turbo, mostly to make things easier with the LH2.2. The airbox will be tricky, but do-able, and the only other thing is the cat from the '81 242. Will the smog ref be looking for a cat from a 740, or will this one do? What else do they look for? Will the VIN stamped on the block matter? I will have the dash VIN from the original '84 242DL. I have never had to get a car reffed before, so I have no idea what the process involves or what specifically they look at.

Any advice or experience is much appreciated...
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Old 10-09-2010, 03:05 AM   #160
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Quote:
Originally Posted by shaved240 View Post
dam how long does it take to do this swap? haven't you been working on this for like 3 years now?

loosening 1 bolt a week or what?
Don't be a dick.

Logan, ditch that 740 wiring and get an '88 240 harness. You need it to look as stock and un-hacked as possible. Run 850T orange top injectors (0280150785) and paint the tops green to match the stock greentops.

If they give you ****, tell them the EMS is 10 years newer. That word "newer" seems to sit well with the CA Smog Nazis.
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Old 10-09-2010, 03:14 AM   #161
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We already pretty much have the wiring sorted. I'll let Big Lan field any questions on that, since it is definitely not my area of expertise...

What's the advantage on the injectors? I already have some clean greentops pretty much ready to go in. I think I am covered for parts (knock on wood) except if I (God forbid) need a stock 740 cat......
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Old 10-09-2010, 03:50 AM   #162
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My guess is that the 850T injectors have better flow than the greentops. With respect to the cat, just get a 2.5" unit that'll fit in the stock non-turbo 240 location and that's CARB certified, and have the stock 240T downpipe modded to have a straight pipe where the original cat was.

With respect to this weekend, is the weather going to be decent? If yes, then work on it and get as much as you can out of the way. You'll be a lot happier.

I take it you've drained the tank of all old gas, right? That'd be one good thing to get done. Probably spray the drain plug with some PB Blaster and let that soak overnight before you loosen it.

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Old 10-09-2010, 05:04 AM   #163
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Orange tops are high-Z and will drop right in with no resistor pack needed.
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Old 10-09-2010, 02:42 PM   #164
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Originally Posted by 760T man View Post
Orange tops are high-Z and will drop right in with no resistor pack needed.
Depends on if he got a 740 engine harness or not. I had to add a resistor pack to mine when I did it because I had a harness from a 760. As far as the wiring harness goes, just use what you have if it's in good shape. I had no problems on my car using a 7 series harness.

When I did my swap, I used a chrysler turbo air box because of it's compact size. I used the TAC flapper from a 240 turbo airbox.

As far as the cat goes, I think they'll be looking for the cat for the CAR not the engine, as stupid as it seems. I was lucky enough to go through this process before they changed the cat restrictions, so my universal 3" cat worked. Tell them that you swapped the whole engine from a 740 and that it's a 2.3 even if it isn't. When I ref'd mine, I had a b230ft short block and a kjet 398 head with the injectors in place and the stock lines clipped off just to plug the holes.
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Old 10-09-2010, 10:19 PM   #165
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Logan, I just barely missed you today at the Vcoa show in alameda.
Was gonna ask how it was with this car. BTW, nice looking e46, i parked my e30 in front of yours
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Old 10-12-2010, 01:42 AM   #166
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Quote:
Originally Posted by 760T man View Post
Logan, ditch that 740 wiring and get an '88 240 harness. You need it to look as stock and un-hacked as possible.
We're actually using his super-brand-new (and super expensive) existing replacement LH2.0 harness, and I'm splicing in the EZK stuff from the 740. Gonna ziptie the EZK box to the LH harness. Hacked, yeah kinda, but it keeps the wiring short. Got it mostly sorted, I think, but since there isn't one cohesive thread about a K-jet/LH2.0/2.2/+EZK conglomeration, it's been a little overwhelming.

On that note, does anybody have any suggestions about installing the coolant temp sensor? Do we really need to tap the block, and if so, where and with what thread?
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Old 10-12-2010, 05:12 AM   #167
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Are you using LH 2.0 then?

If you plan to use a 2.0 harness w/ 2.2, you're in for a ****load of hacking.
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Old 10-13-2010, 02:11 AM   #168
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Quote:
Originally Posted by 760T man View Post
Are you using LH 2.0 then?
We're going 2.2.
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If you plan to use a 2.0 harness w/ 2.2, you're in for a ****load of hacking.
Given what I've gleaned from the LH2.0->2.2 thread, and what I've gotten done so far, it shouldn't be that big a deal. What is is gathering all the pertinent info for this particular swap, which, as best as I can tell, is a unique one. If it were a B230, it'd be a little easier.

Speaking of which, if anybody happens to have any opinion on the LH2.2 coolant temp sensor and its placement in a B21, don't be shy.
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Old 10-13-2010, 02:05 PM   #169
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When I did my swap, I used the block drain hole. You'll have to make/buy an adapter that goes from 3/8" NPT to 12x1.5.

You guys are using the complete b21ft?
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Old 10-13-2010, 02:27 PM   #170
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Quote:
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Speaking of which, if anybody happens to have any opinion on the LH2.2 coolant temp sensor and its placement in a B21, don't be shy.
I put mine in where the K-jet thermal time switch went.

And the LH 2.0 harness and LH 2.2 harness have totally different pinouts. Lotta wire swapping you'll have to do. I'd just sell it and get a 2.2 harness, anything else and you're just overcomplicating things for yourself. Sure, it may still not be difficult, but then there's the whole reliability issue. I dunno, maybe I'm just OCD about such things...I don't like hacking things up.

Last edited by 760T man; 10-13-2010 at 02:36 PM..
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Old 10-13-2010, 02:39 PM   #171
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Using Lh2.2 ecu and amm, is not really that much of a hackjob... lol
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Old 10-13-2010, 02:43 PM   #172
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Quote:
Originally Posted by 760T man View Post
I put mine in where the K-jet thermal time switch went.
It's a different thread pitch isn't it?
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Old 10-13-2010, 07:16 PM   #173
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Using Lh2.2 ecu and amm, is not really that much of a hackjob... lol
If you say so. I was advised NOT to attempt a swap to LH2.2 using an LH2.0 harness by Dave Barton, the Harness Guru himself.

Anyway, the thread pitch for the thermal time switch was not different. The 2.2 ECT sensor threaded right in.
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Old 10-13-2010, 07:35 PM   #174
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Quote:
Originally Posted by 760T man View Post
If you say so. I was advised NOT to attempt a swap to LH2.2 using an LH2.0 harness by Dave Barton, the Harness Guru himself.

Anyway, the thread pitch for the thermal time switch was not different. The 2.2 ECT sensor threaded right in.
and I actually did it. And nothing changed. it's 8 or 10 ten wires. and swap out the ECU.

I personally had no issues.

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Old 10-13-2010, 10:26 PM   #175
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Quote:
Originally Posted by crandandall View Post
You guys are using the complete b21ft?
Yeah baby.
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Originally Posted by 760T man View Post
If you say so. I was advised NOT to attempt a swap to LH2.2 using an LH2.0 harness by Dave Barton, the Harness Guru himself.
I guess we'll see what happens. Worst case scenario, we burn the car down...



I don't think it's going to be an issue. I've been comparing the wiring diagrams between the two the whole time (the Bentley's really fun to read in that regard...), and it all seems to be pretty much copacetic.
Quote:
Anyway, the thread pitch for the thermal time switch was not different. The 2.2 ECT sensor threaded right in.
Nice to hear that. Easy enough to try, and if it doesn't work, then Logan gets to buy yet another part.
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